Internal-combustion motor.



A. C. PETERSON.

INTERNAL COMBUSTION MOTOR.

APPLICATION r1150 APR. 8. 1911. RENEWED 01:1.23. 1916.

1 ,23 1 .060. Patented J 11110 26, 1917.

fliz'l7rs555s.

rinrrnn s aTns PATENT orator.

ADOLPHE C. PETERSON, OF MINNEAPOLIS, MINNESOTA.

INTERNAL-COMBUSTION Moron.

To all whom it may concern:

Be it known that I, ADOLPHE C. PETERSON, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented newand useful Improvements in Internal-Combustion Motors, of which the following is a specification.

My invention relates to internal combustion motors and particularly to means whereby internal combustion engines or motors are rendered more flexible in their application of power; to a driven element so as to secure efficient application of the power at varying speeds of the driven element or of the load, and whereby an efficient and reliable reduction of speed inthe applica-' gine; second, to render available for power purposes, an internal combustion motor, which is independent of mechanical clutching and speed reducing means, even where the power must be applied at greatly differing speeds of the load as in an automobile; third, to render available an internal combustion motor, which may be applied to the driving of a driven element ata wide range of speeds, without the entailment of severe shock and strain to the mechanism of the motor; fourth, to render the internal combustion motor, even while applied to uses, where the speed of the driven element varies greatly, eflicient in its operation; fifth, to render available a system whereby the rotating internal combustion motor may be caused to operate to give maximum power, without subjecting the mechanism to great centrifugal force; sixth, to provide a means whereby a rotating internal combustion motor may be efficiently operated on a two cycle system; seventh, to render available means whereby the internal combustion engine may be operated athigh speeds and yet the power be applied at low speeds Specification of Letters Patent. 7 I Patented June 26, 191'7 Application filed April 8, 1911, SerialNo. 619,783. Renewed October 23, 1916. Serial No. 127,309.

without reduction gearing; eighth, to provide an internal combustion motor for the propulsion of vehicles such as the automo bile, which will render the control of such vehicles simple and readily attainable.

Generally stated, my invention consists of the novel devices and combinations of devices hereinafter described and defined in the accompanying claims. 1

In the several drawings which illustratemy invention, like characters refer to like parts throughout the several views.

Figure 1, is a plan view, chiefly in section taken on the line 00 ca -of Fig. 2, some parts being in full and some parts being shown diagrammatically only.

Fig. 2, is an end view looking from the lower end of the plan view Fig. 1, some parts being here shown broken away.

3, is a detail view showing the double eccentric control system employed in my motor, this being a view of the eccentrics from the upper end of Fig. 1.

Fig. 4 is a detail view looking from the lower end of Fig. 1, the parts 10 and 14 being shown in full elevation, and the crank 11 being shown in cross section on a line drawn from right to left of Fig. 1, through the center of the crank 11.

Referring to the construction illustrated in connection with Figs. 1 to 3 inclusive, the numeral 1 indicate-s a motor base or frame, wherein a motor crank case 2, having centering plates 3 and 4 rigidly secured to the crank case 2, is revolubly mounted; The centering plates 3 are mounted by means of the. roller bearings 5 to revolve upon the stationary or fixed crank shaft 6 whichis constructed integrally with or rigidly secured to the motor base 1 so that it does not revolve. The centering plate 4 is mounted by means of the roller bearing 7 to revolve in the motor base 1 as a bearing.

The motor crank case 2 has'a plurality of engine cylinders 8 (only two being shown in the drawing) rigidly secured to it so as to revolve securely with it. These engine cylinders 8, have individually, pistons 9 cooperating with them and acting through pitmen 10, pivoted to the pistons upon the crank 11 of the propeller or driven shaft 12, which is mounted to revolve, within the crank case 2 in roller bearings 13. The

wrist end of each of the pitmen 10 is curved about the crank 11 partially encircling it and is held in cooperation with the crank 11 by means of a ring 14 which is passed through slots cut through the pitmen immediately adjacent to the curved wrist ends of the pitmen, whereby the ring cooperating with the curved wrist ends of the pitmen holds the pitmen in cooperation with the crank 11. The slots cut through the pitmen do not pass through the curved wrist ends so that the curved wrist ends therefore pass between the ring 14 and the crank 11. The driven shaft 12 has securely mounted upon and to revolve with it a cam 15 which cam has a face 16, radially extended and a face 17, radially depressed with regard to the normal circumference 18 of the cam. This cam 15, when rotated by the shaft 12 with respect to the crank case 2, acts upon cam rollers 19, which are individually trunnioned in cam rods 20 and 21, which as shown, pass through and are supported by the crank case 2. The cam rods 20 and 21 individually act upon beams 22 and23 which are trunnioned so as to oscillate in the brackets 24. These beams 22 and 23, when oscillated, depress alternately and periodically in uniformity with the rotation of the crank case 2 relative to the shaft 12, exhaust valves 25 and 26, and inlet valves 27 and 28. The valves 25, 26, 27, and 28 are all normally held seated upon their seats in the heads of the cylinders 8, by means of springs 29, thus controlling re lated ports admitting to the cylinders 8. The inlet valves 27 and 28 control the delivery of gas from a central gas chamber 30 formed in the crank case 2 by division walls 31 and 32. The wall 32 has a port 33 through which chamber 30 has communication with a carbureting chamber 34 formed in the crank case 2 between the division walls 32 and 35. I

The crank case 2 has a plurality of pump cylinders 36 rigidly secured to it so as to rotate uniformly with the crank case 2 and the engine cylinders 8. Each of the pump cylinders 36 has a cooperating piston 37 which under revolution of the crank case 2 and pump cylinders 36 with respect to the fixed crank shaft 6, is acted upon by the crank pin 38 through the crank rods 39 and is reciprocatcd within its related pump cylinder. The wrist ends of the crank rods 39 are bound to the crank pin 38 by a ring 40, so that the crank rods 39 and pistons 37 are reciprocated uniformly under rotation of the pump cylinders 36 about the fixed crank shaft 6.

The pump cylinders 36 under revolution upon the fixed crank shaft 6 and reciprocation ofthe related pistons.37 pump air from the atmosphere through ports controlled by inlet valves 41 and exhaust the air under pressure from the pump cylinders 36 through ports controlled by the exhaust valves 42 into conduits 43 which deliver into the carbureting chamber 34.

Although the pump inlet valves 41 may be opened automatically whenever the suction is greater than the stress of centrifugal force upon revolution of the pump cylinders, they are also positively opened by means of valve rods or tappets 44. These tappets 44 are pivotally secured or hinged by a pin as shown to a ring or strap 45, so that under revolution of the crank case 2, pump cylinders and tappets about the non-revolving eccentric 46, this ring or strap 45 reciprocates the valve tappets 44. These tappets 44 have an enlarged cylindrically shaped portion 47 which cooperates with the slotted guides 48, whereby the tappets may, when reciprocated, have slight oscillation and reciprocation in the slotted guides, the tappets being thereby guided into cooperation with the stems of the inlet valves 41. Each of the enlarged cylindrically shaped portions 47 slides between the opposite sides of the related guide 48, and the outer end of the related tappet 44 is thereby carried around with the slotted guide in its revolution with the pump cylinders, the inner end of the tappet being retained by the ring or strap 45 to which it is secured, whereby, as the motion of the tappet guided by the slotted guide is limited by its contact with the stem of the related valve 41, the tappet will be borne around with the pump cylinders and retained in its relative position with respect to the pump cylinder and valve 41 which it operates. As the eccentric 46 is normally stationary in the operation of the engine, and as this stationary eccentric is eccentrically disposed with relation to the center of revolution of the pump cylinders, the ring or strap 45, as it is pulled around with the pump cylinders by the tappets 44 will have an eccentric motion with respect to the fixed crank shaft 6, which is the center of revolution of the pump cylinders, and therefore a somewhat oscillatory and reciprocating motion, guided by the slotted guide 48, will be imparted to the tappets 44. By their reciprocating motion, the tappets 44 are brought into contact with and depress alternately during about half of each revolution of the pump cylinders about the fixed shaft 6, the pump inlet valves 41.

The inlet valves 41 have, as shown, spiral springs placed upon the stems and acting between .the standard constructed integrally with the slotted guide 48 and a shoulder as shown upon the outer end of the stem of the inlet valve, whereby the inlet valves are normally held closed against the tappet rods 44, until the related tappet rod 44 is pulled inward or toward the center of revolution by the operation of the strap 45 upon the eccentric 46, The springs described should be strong enough to insure the returning of the valve to its seat against the resistance opposed thereto by the tappet rods H and ring A15.

The ring or strap &5 has constructed integrally with it an eccentric -1-9 whereupon is mounted an eccentric strap 50. which has constructed integrally with it an eccentric rod 51. Under revolution of the crank case 2 and cylinders with respect to the fixed shaft 6,the ring or strap 45 and eccentric 49 is revolved upon the eccentric 46, so that as the eccentric 49 revolves within the eccentric strap 50 the eccentric strap 50 and rod 51 is reciprocated, the rod' 51 and strap 50 being retained against revolution and being guided by the oscillation and reciprocation of the enlarged cylindrical portion 52 of the rod 51, in the slotted or grooved guide 53. The enlarged cylindrical portion 52, under the combined oscillating and reciprocating motion given to the rod 51, oscillates between the opposite sides of the slot or groove in the guide The end of the rod 51 underreciprocation abuts against the adjoining end of the fuel pump plunger 51 whereby the plunger 5ft is uniformly with the re ciprocating of the rod 51 returned into the fuel pump cylinder 55 after its recurrent outward movement by the spring 56. The fuel pump cylinder 55 receives fuel through the conduit 57 from'any source of supply and delivers through the conduit 58 into a passage 59 in the fixed shaft 6, by which the fuel is delivered to a spray nozzle 60 through which the fuel is sprayed into the air in the carbureting chamber 345. The spray nozzle 60 remains stationary with the shaft 6 and is closely surrounded by the division wall 35 whereby leakage from the carbureting chamber 34: into the crank chamber of the pump cylinders is prevented.

The eccentric 46 is pivotably mounted upon the fixed shaft 6 so that it may be revolved approximately a half revolution with respect to the fixed shaft 6 by the manual operation of the eccentric lever 61.

The engine cylinders 8 have each a spark plug or other means of ignition 62 inserted into their heads whereby the charges of air and fuel introduced to the engine cylinders may be ignited as is commonly done, the means of distributing and delivering the current to the plugs 62, being omitted from the drawings as any means such as is commonly used may be employed. 7

Operation: In the operation of my internal combustion motor the crank case 2 is first given an initial revolution or revolutions by any means as an internal combustion engine is commonly started, so that under such revolution the pump cylinders 36 will pump air and the fuel pump 55 will pump fuel, preferably a hydrocarbon, into the carbureting chamber 31-. By the revolution of the crank case 2 and the pump cylinders 36 and the ring or strap i5 about the fixed shaft 6, the pistons 37 are reciprocated, thereby performing their function, the pumping of air, and the eccentric strap 50 and the rod 51 is reciprocated by the rotation of the eccentric 4.9, so that fuel is pumped as described into the carbureting chamber 3%. From the carbureting chamber 31, the air and fuel being intermingled, are delivered through the port 33 to the central gas. chamber 30 from whence the air and fuel pass through the conduits 30 to the inlet valves 27 and 28, which permit the delivery of the air and fuel periodically into each engine cylinder slightly before the maximum outward reciprocation of the related pistons 9, in their reciprocation outward from the center of revolution. The extended face 16 of the cam 15 thrusts each roller 19 with its related cam rod 20 or 21 outward, whereby each of the inlet valves 27 and 28 is depressed during the latter part of each outward stroke of each piston 9, with which it cooperates. A charge of air and fuel is thus delivered to each engine cylinder under pressure during the latter part of each outward stroke of the engine pistons so that the air and fuel in each engine cylinder is only slightly more compressed in each engine cylinder before the working stroke commences. Vhen the engine pistons 9 reach the outward limit of their stroke, that is when maximum com pression is reached in the engine cylinder, the charge is ignited by the related spark plug 62, so that on the succeeding working stroke inward toward the driven shaft 12 or out of the working cylinder the charge is burnt and does work upon the engine pistons, and upon the engine cylinders to drive them against the pressure of the air in the pump cylinders 36.

When the crank case is given its initial revolution, there should be some load upon the driven shaft or propeller shaft 12, as by operation of the engine pistons against the crank 11, the crank case 2 is revolved by the engine cylinders 8 so that the pump cylinders 36 are revolved about the fixed shaft 6 whereby the pump pistons 37 are reciprocated so that they pump air into the engine cylinders 8.

It should be noted here that when starting my motor the eccentric 46 should be revolved by means of the hand lever 61 about the fixed shaft 6, to such a position that the eccentric 46 will shift the valve rods or tappets 4A during such a time with relation to the revolution of the pump cylinders 36, that the pump inlet valves a1 will be held open during approximately two thirds of the compressing stroke of the pistons in the pump cylinders 36. When the eccentric L6 is placed in such a position the ring or strap 4.5 and eccentric 49 are caused to revolve about a center farther removed from the fuel pump plunger 54 whereby the eccentric rod 51 is given a reciprocating motion farther removed from the plunger 54; so that the plunger 54: will have a smaller stroke within the pump cylinder 55, and therefore less fuel will be pumped, when the lever, at such a time as the lever 61 is placed in a position that the air pump cylinders 36 will be caused to have a shorter effective pumping stroke.

When the crank case 2 is thus revolved about the shaft 6, the charges of air and fuel pumped into the engine cylinders 8 will be ignited and cause the engine cylinders 8 and crank case 2 together with the pump cylinders 36 to continue their revolution. This revolution of the crank case 2 will be clockwise, looking at the driven shaft 12 in Fig. 2, as the motor is shown constructed. After each working stroke of a piston 9 is completed the depressed surface 17 of the cam 15 will permit the beams 22 and 23 at the proper times, under tension of the springs 63 to open the exhaust valves 25 and 26 and will hold them independently open at the proper times whereby the engine cylinders may exhaust to the atmosphere during the greater portion of the return stroke, the exhaust valves of each cylinder being however closed when the inlet valves of the respective cylinders are depressed during the last portion of the return stroke.

As long as the eccentric 16 is kept in such a position that there will be minimum effective stroke of the pump cylinders 36 and the fuel pump plunger 5 only sufficient power will be produced in the engine cylinders 8 to revolve the crank case 2 and the cylinders about the fixed shaft 6, the drlven shaft 12 being presumably prevented from revolving by a load upon 1t greater than the pressures needed to create revolution of the cylinders only, against the minimum working volumes and pressures which are in such operation produced in the pumping cylinders. But now suppose that the lever 61 and eccentric 46 are shifted, then as above described, the eccentric rod 51 will have a periodic reciprocating motion during a greater portion of which it will actuate the fuel pump plunger 54, the tappets 44 will also have an inward motion during a different portion of the rotation of the come if not excessively great.

amount of air and fuel to be delivered. into the engine cylinders 8. Increased pressures will therefore be caused, that is greater average and greater maximum pressures, and more air and fuel will be delivered into the engine cylinders 8 each revolution of the crank case 2, so that greater working effort will be exerted in the engine cylinders S. The crank case 2 will therefore be revolved faster and greater average and max-- imum pressures per revolution and per second will be caused in the engine and pump cylinders, and this pressure and the effective working effort will'be increased by increased shifting of the eccentric 46, until finally the load upon the driven shaft 12 will be over- It is to be noted here that the direction in which the lever 61 should be turned and the portion of the circle about the fixed shaft 6 through which it should be turned, and also the position of the fuel pump and its related mechanism in the plane of the circle about the fixed shaft 6 may best be determined by practice, but that the lever should be shifted through that portion of the circle which will cause the period of the opening of the inlet valves 41 and the period of the sucking motor in Fig. 2, the driven shaft will be in the aforesaid manner caused to revolve in a counterclockwise direction. The speed of the revolution of the shaft 12 in the counterclockwise direction may be increased by shifting of the lever 61 whereby in creased air and fuel will be delivered per revolution of the crank case 2 about the fixed shaft 6, and this speed will go on increasing until a balance is reached between the effective working pressures and effort and the load upon the driven shaft 12. At no time will the operation tend to create a faster revolution of shaft 12 or what is the same do greater work upon the shaft 12 than is necessary to maintain revolution of the crank case in the clockwise direction for in such case there would not be as great supply of fuel and air. On the other hand if the effective work necessary to be exerted on shaft 12 to keep it revolving as fast is greater than the opposing force created by the compression of air, it would slow up until a suflicient proportion of work was effected in a revolution of case 2 against the compression of air to revolve case 2 faster so that there would then be greater compression of air and fuel whereupon the relative proportion of the expending of effective Work upon shaft 12 and compression of air and fuel would be balanced. But for varying loads and speeds desired upon shaft 12, the operator may cause a greater production of effective work and cause the relative proportions of work exerted upon shaft 12 and compression of air to be greater, by shifting of lever 61, whereby a new automatic balance maybe established.

It is to be noted here that the crank case 2 and driven shaft 12 revolve in opposite directions, so that should the speed of the crank case be one thousand and the speed of the driven shaft 12 five hundred revolutions per minute in the opposite direction, the working speed of the crank 11 with respect to the engine cylinders 8 will be 1500 revolutions per minute, and thereby greater piston speed is secured inthe engine cylinders 8 than in the pump cylinders 36, so that at the greatest speed of the driven shaft 12, and the greatest speed of the crank case 2, the most efficient use of the air and fuel charges is secured. But at the same time even at low speeds of the driven shaft 12 the efliciency will not be low because at light loads the lever 61 may be shifted so that the pump cylinders will compress only small charges per revolution and these small charges Will be used in the engine cylinders at a comparatively swift revolution of the engine cylinders 8.

It is to be noted here, that although as I lIELXG illustrated and described my invention,

the charges of air are introduced into the engine cylinders slightly beforethe working stroke of the engine pistons commences, yet the relative time when the charge is introduced may be varied, or the charge may be introduced under constant pressure commencing at the beginning of the working stroke of the engine pistons, in this case preferably being introduced at maximum pressure. p 7

And I contemplate also that, although as I have described my motor, the fuel charge is introduced to the air in its passage from the compressor to the engine cylinders, yet this fuel charge be introduced into. the air before it is compressed in the compressor, that is the compressor cylinders may draw in air and fuel into the compressor cylinders and compress the airand fuel into the engine cylinders. Or the fuel need not. be introduced to the air charges until after the air has been compressed, when the fuel charges may be introduced directly into the cylinders by means commonly employed.

And it is to be noted also that any form of compressor as a rotary compressor may be used with my internal combustion motor the moving element of the compressor being directly connected to the engine as I have described, And also the order of connection of the working cylinders and pistons of the engine may be reversed, as, the engine cylinders may be directly connected to the driven shaft and the engine pistons may be connected to the compressing element. And

it is to be noted also that the order of connection of the driven shaft and the fixed shaft also may be reversed, that is, with my rotating engine cylinders and compressor element, one of the compressor elements may be connected to the driven shaft and one of the engine elements may be connected to the fixed element.

That I claim and desire to secure by Letters Patentis:

1. In an internal combustion motor, rotatable engine cylinders, cooperating engine pistons, a driven element and a fluid compressing means operating against a fixed element, means whereby the rotatable engine cylinders and the cooperating pistons are adapted one to drive the driven element and the other to drive in the opposite direction the fluid compressing means, and means whereby the fluid compressing means delivers fluid into the-engine cylinders, and means for the ignition of the fluid in the engine cylinders.

2. In an internal combustion motor, engine cylinders and cooperating pistons, a driven element and a fluid compressing means, means whereby the engine cylinders and the cooperating pistons are adapted one to give rotary motion in one direction to the driven element and the other to give rotary motion in the other direction against a fixed element to the fluid compressing means, means whereby the fluid compressing means delivers fluid into the engine cylinders and means for the ignition of the fluid in the engine cylinders.

3. In an internal combustion motor, engine cylinders and cooperating pistons, a driven shaft and an air compressing element, operating against a fixed element, means whereby the engine cylinders and the cooperating pistons, may give rotary motion, one to the driven shaft in one direction and the other to the air compressing element in the opposite direction,-means whereby the air compressing element delivers fluid into the engine cylinders, means whereby fuel is introduced into the engine cylinders, and means for the ignition of the air and fuel in the engine cylinders.

4:. In an internal combustion motor, en-

gine cylinders and cooperating pistons, a

tating engine cylinders, cooperating pistons,

a driven element and a compressing element,

means whereby the rotating engine cylinders and the cooperating pistons, impart motion, one to the driven element, and the other to the compressing element against a fined element, means whereby the compressmg element delivers air into the engine cylinders, and means for the introduction of a fuel into the engine cylinders. 1

6. In an internal combustion motor, a driven element and a fixed element, engine cylinders and a compressor rotor rotatable as a unit, engine pistons cooperatlng w th the engine cylinders and adapted to drive the driven element, means whereby the engine cylinders and the compressor rotor cooperate with the fixed element to compress air into the engine cylinders, means for the introduction of fuel to the engine" cylinders, and meansfor the ignition of the charges of air and fuel in the'engine cylinders.

7. In an internal combustion motor, a driven shaft and a fixed element, engine cylinders and'a compressor element adapted to rotate as a unit, engine pistons cooperating with the engine cylinders, means whereby the engine pistons and the compressor element, independently operate against the driven shaft and the fixed element, whereby air is compressed into the engine cylinders and whereby the driven shaft is driven, means for the introduction offuel into the engine cylinders, and means for the ignition of the air and fuel charges in the engine cylinders.

8. In an internal combustion ,motor, a driven element and an air compressing element, engine cylinders and cooperating pistons, means whereby the engine cylinders and the cooperating pistons individually impart rotary motion in opposite directions to the driven element and the air compressing element, means whereby the air compressing element delivers air into the engine cylinders, means for varying the delivery of the air compressing element, means for the introduction of fuel into the engine cylinders, and means for the ignition of the charges of air and fuel in the engine cylinders.

9. In an internal combustion motor, a driven element and an air compressing element, engine cylinders and cooperating pistons, means whereby the engine cylinders and the cooperating pistons individually impart rotary motion in opposite directions to the driven element and the air compressing element, means whereby the air compressing element delivers air into the engine cylinders, means for the delivery of charges of fuel into the engine cylinders, means for con 'ijiointly 'va'rying'the" delivery of theair compressing element and the fuel delivery per cycle of operation of the air compressing element, and means for the ignition of the charges of air and fuel in the engine cylinders. i

10. In an internal combustionmotor, a driven element and an air compressing element, engine cylinders and cooperating engine pistons, means whereby the engine cylinders and the cooperating pistons individually impart rotary motion to the driven element and the air compressing element, means whereby the air compressing element delivers air to the engine cylinders, means for varying the. compression of the air in the compressing element, and means varying the delivery of fuel into the engine cylinders.

11. In an internal combustion motor, a driven element and an air compressing element, engine cylinders and cooperating pistons, means whereby the engine cylinders and the cooperating pistons individually impart rotary motion to the driven element and the air compressing element, means whereby the air compressing element delivers into the engine cylinders, in combination with eccentrically shifted means whereby the compressor element operates'ata shorter effective working stroke per working cycle.

12. In an internal combustion motor, a

finedand a driven element, engine elements -compr1s1ng engine cylinder and cooperating piston, compressorelements comprising cylinder and cooperating piston, one ofthe engine elements adaptable to rotate with oneof the compressorelements as a unit, means whereby the other engine element and the other compressor element drive oppositely against the fixed and. the driven elements, means whereby the compressor element delivers fluid into the engine cylinder,means for the introduction of fuel to the engine cylinder, and means for the ignition of the charges of air and fuel in the engine cylinder.

13. In an internal combustion motor, a driven element and a compressing element, engine cylinders adapted to rotate relative to the driven element, engine pistons cooperating with the engine cylinders, means whereby the engine cylinders and the cooperating pistons may individually impart rotary motion in opposite directions to the driven element andthe compressing element against a fixed element, means whereby the compressing element delivers air into the engine cylinders, means whereby fuel is delivered into the engine cylinders with the air, and means for the ignition ofthe air and fuel in the engine cylinders. a 14. In an internal combustion motor,. a driven element and a fixed, element,.engine cylinders and compression cylinders revo luble as a unit relative to the'fiixfed element,

pistons cooperating with compression cylinelement, means whereby air is delivered by the compression cylinders to the engine cylinders, means whereby fuel is delivered to the engine cylinders, and means for the ignition of charges of air and fuel in the engine cylinders.

15. In an internal combustion motor, a driven element and a fixed element, engine cylinders and cooperating pistons, a compression unit, means whereby the engine cylinders and the cooperating pistons impart motion one to the compression unit and one to the driven element, means whereby the motion of the compression unit relative to Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

the fixed element compresses air, means whereby air is delivered from the compression unit to the engine cylinders periodically according to the Working cycle of the respective engine cylinders, means whereby fuel is admitted to the engine cylinders periodically, and means igniting the charges of fuel and air in the engine cylinders.

In Witness whereof I have hereunto set my hand this 4th day of April, A. D. 1911.

ADOLPHE C. PETERSON. WVitnesses TEKLA HA'rsoN, C. M. PETERSEN.

Washington, D. C. 

